Abstract: A malfunction part sensing device for an automatic transmission for a vehicle which is arranged to attain a plurality of shift stages by selectively engaging a plurality of frictional engagement elements, the malfunction part sensing device includes: a shift stage monitoring section configured to monitor the shift stages before and after the shift of the automatic transmission; a malfunction sensing section configured to sense the malfunction mode from a behavior of the vehicle which is generated in accordance with the malfunction; and a malfunction part limiting section configured to limit the one of the frictional engagement elements in which the malfunction is generated, based on the malfunction mode and a shift manner by a combination of the shift stages before and after the shift.

Abstract: A control device for automatic transmission of the present invention includes a transmission mechanism and a park lock device. The park lock device has a rod member and a lock mechanism. The lock mechanism restricts movement of the rod member when being in a locked state. If a CPU reset (reset of a CPU constituting an ATCU) occurs, the control device maintains the locked state of the lock mechanism after a return from the CPU reset.

Abstract: A Controller constitutes a control device for a vehicle having an automatic transmission on which a shift-by-wire system is mounted. The controller changes display of an range indicator to N-range display after disengagement determination of an power transmission clutch is made when a shifting operation from a D range to a N range is performed.

Abstract: A control device is provided for a vehicle including a drive source and an automatic transmission having a park lock mechanism for locking an output shaft and an engaging element to be engaged at the start of running. Output rotation of the drive source is input to the automatic transmission. The control device includes a control unit to limit a torque of the drive source until the release of locking by the park lock mechanism is completed in response to an instruction being given to change from a parking range to a travel range. The control unit is configured to limit the torque of the drive source from after the instruction is given to change from the parking range to the travel range until the release of locking by the park lock mechanism is completed.

Abstract: An automatic transmission includes a mechanical oil pump, an electric oil pump, and a controller. The controller calculates a flow rate of oil necessary for the automatic transmission during the vehicle travels, and drives the electric oil pump when the calculated flow rate of the oil necessary for the automatic transmission is higher than a margin flow rate of the mechanical oil pump generated in a state where a hydraulic pressure necessary for the automatic transmission is ensured.

Abstract: A control apparatus includes a select lever, an inhibitor switch, a manual valve, a first SOL, a second SOL, and a controller. The controller controls the first SOL and the second SOL such that a hydraulic pressure is supplied to a first friction element and a second friction element when the inhibitor switch detects a D range. The controller determines that an operation position is at an intermediate position when operations of the first friction element and the second friction element are not detected. The controller determines that the first SOL has a failure when the operation of the first friction element is not detected.

Abstract: A control device limits a torque of a drive source until the release of locking by a park lock mechanism is completed if an instruction is given to change from a parking range to a travel range.

Abstract: A controller forms a control device for a vehicle equipped with an automatic transmission including a parking lock module. If a power transmission clutch is engaged erroneously (S2) on the basis of electrical abnormality in a solenoid part while an N range is selected (S1), the controller forcibly turns off the solenoid part to forcibly disengage the power transmission clutch (S3). Further, if a vehicle speed is equal to or less than a predetermined vehicle speed (S4), the controller applies a parking lock using the parking lock module (S5).

Abstract: A Controller constitutes a control device for a vehicle having an automatic transmission on which a shift-by-wire system is mounted. The controller changes display of an range indicator to N-range display after disengagement determination of an power transmission clutch is made when a shifting operation from a D range to a N range is performed.

Abstract: A control device for automatic transmission of the present invention includes a transmission mechanism and a park lock device. The park lock device has a rod member and a lock mechanism. The lock mechanism restricts movement of the rod member when being in a locked state. If a CPU reset (reset of a CPU constituting an ATCU) occurs, the control device maintains the locked state of the lock mechanism after a return from the CPU reset.

Abstract: A malfunction part sensing device for an automatic transmission for a vehicle which is arranged to attain a plurality of shift stages by selectively engaging a plurality of frictional engagement elements, the malfunction part sensing device includes: a shift stage monitoring section configured to monitor the shift stages before and after the shift of the automatic transmission; a malfunction sensing section configured to sense the malfunction mode from a behavior of the vehicle which is generated in accordance with the malfunction; and a malfunction part limiting section configured to limit the one of the frictional engagement elements in which the malfunction is generated, based on the malfunction mode and a shift manner by a combination of the shift stages before and after the shift.

Abstract: An automatic transmission includes a mechanical oil pump, an electric oil pump, and a controller. The controller calculates a flow rate of oil necessary for the automatic transmission during the vehicle travels, and drives the electric oil pump when the calculated flow rate of the oil necessary for the automatic transmission is higher than a margin flow rate of the mechanical oil pump generated in a state where a hydraulic pressure necessary for the automatic transmission is ensured.

Abstract: A control apparatus includes a select lever, an inhibitor switch, a manual valve, a first SOL, a second SOL, and a controller. The controller controls the first SOL and the second SOL such that a hydraulic pressure is supplied to a first friction element and a second friction element when the inhibitor switch detects a D range. The controller determines that an operation position is at an intermediate position when operations of the first friction element and the second friction element are not detected. The controller determines that the first SOL has a failure when the operation of the first friction element is not detected.

Abstract: An automatic transmission is provided with a frictional engagement member that is operated by hydraulic pressure for shifting the automatic transmission, and includes an air vent opening. An automatic transmission controller includes a pressure regulator and a control section. The pressure regulator regulates the hydraulic pressure in response to a hydraulic pressure control signal. The control section performs an air vent operation of venting air from the frictional engagement member through the air vent opening. The air vent operation includes: a preliminary operation of setting the hydraulic pressure control signal to a preliminary pulse indicative of a preliminary value of pressure, wherein the preliminary value is lower than a normal value of pressure; and a normal operation of setting the hydraulic pressure control signal to a normal pulse indicative of the normal value, wherein the normal pulse follows the preliminary pulse.

Abstract: A friction engagement element (CLx) is provided radially outside of a peripheral wall portion (32) of a clutch drum (30) and configured to be engaged by a piston (40). A piston (70) is provided radially inside of the peripheral wall portion (32) and configured to engage and a friction engagement element (CLz). A first peripheral wall portion (321) of the peripheral wall portion (32) includes through-holes (321a) communicating a radially inside of the first peripheral wall portion (321) with a radially outside thereof. A through-hole (87) is provided radially inside of the piston (70). The piston (70) includes a communication passage (79) radially passing through the piston (70) and communicating the through-hole (87) with the through-holes (321a) such that lubricating oil is supplied through the communication passage (79) and the through-holes (321a) to the radially outside of the clutch drum (30) when the piston (70) is in an initial position.

Abstract: A friction engagement element (CLx) is provided radially outside of a peripheral wall portion (32) of a clutch drum (30) and configured to be engaged by a piston (40). A piston (70) is provided radially inside of the peripheral wall portion (32) and configured to engage and a friction engagement element (CLz). A first peripheral wall portion (321) of the peripheral wall portion (32) includes through-holes (321a) communicating a radially inside of the first peripheral wall portion (321) with a radially outside thereof. A through-hole (87) is provided radially inside of the piston (70). The piston (70) includes a communication passage (79) radially passing through the piston (70) and communicating the through-hole (87) with the through-holes (321a) such that lubricating oil is supplied through the communication passage (79) and the through-holes (321a) to the radially outside of the clutch drum (30) when the piston (70) is in an initial position.

Abstract: In control apparatus and method for a hybrid vehicle, a line pressure control valve disposed at a downstream side of each of mechanical oil pump (M-O/P) and electrically driven oil pump (S-O/P) to decrease a supplied hydraulic pressure from at least one of the mechanical oil pump and the electrically driven oil pump by opening drain ports thereof in accordance with a control valve command value is provided, the control valve command value is set by adding a predetermined additive correction quantity to a required line pressure set in accordance with operating states of a hydraulic pressure clutch (CL1) and a transmission and the drain ports of the line pressure control valve are controlled to a closure side, during an actuation of the electrically driven oil pump.

Abstract: The hydraulic control apparatus calculates a target engagement hydraulic pressure of a frictional engagement element, controls the frictional engagement element so that a revolution speed at a driving source side of the frictional engagement element is higher than a revolution speed at a driving wheel side of the frictional engagement element, outputs a command current to a solenoid valve on the basis of a map having a relationship between the target engagement hydraulic pressure and the command current, and decreases the engagement hydraulic pressure when a vehicle speed is equal to or less than a predetermined vehicle speed at which the vehicle is judged to be vehicle stop during execution of the slip control. Further, the hydraulic control apparatus corrects the map so that a variation of the command current with respect to a variation of the target engagement hydraulic pressure is small when decreasing the engagement hydraulic pressure.

Abstract: In control apparatus and method for a vehicle, the vehicle including a traveling mode (a WSC traveling mode) in which a slip control is performed for a clutch (second clutch CL2) and a revolution speed control is performed for the driving source such that a revolution speed at a driving source side of the clutch becomes higher than that at a driving wheel side of the clutch by a predetermined revolution speed, an actual torque of a driving source of the vehicle is detected, a command hydraulic pressure is reduced from an initial command hydraulic pressure and a post-correction command hydraulic pressure is set on a basis of the command hydraulic pressure when a variation in the actual torque of the driving source along with the reduction of the command hydraulic pressure is determined to end, when a vehicle stopped state is determined to occur during the traveling mode.

Abstract: A hybrid electric vehicle has a first mode in which slippage of a clutch between an electric motor and a driving wheel is allowed and controlled by rotational speed control of the electric motor and a second mode in which the slippage of the clutch is allowed and controlled by rotational speed control of an engine. When the vehicle is stationary in the first mode, a controller reduces a control setpoint of hydraulic pressure of the clutch from an initial point. The controller identifies a reference point of the control setpoint with which actual output torque of the electric motor becomes unchanged with respect to the reduction of the control setpoint. Then, the controller increases the control setpoint from the reference point at a higher gradient and then a lower gradient, and then sets the control setpoint to a corrected point below the initial point and above the reference point.